KR102262324B1 - Anti-frost heating system in Rubber-tire AGT - Google Patents

Abstract

The present invention relates to a rubber-wheeled light rail thawing system. In order to protect the rigid rail system equipment that supplies electricity to the rubber-wheeled light rail from arcs caused by frost or freezing, and to secure the safety of light rail operation, a loop is provided on the rigid wire with a certain resistance. After constructing a circuit that can be formed, a thawing current of an appropriate size that the rigid tram line can handle and effective to melt the ice is passed to heat the rigid catenary with heat generated by Joule heat to melt frost or ice. It provides a thawing system that can selectively switch parallel circuit connections and control the rectifier output voltage to provide a variety of options for effective thawing loop configuration according to site route conditions.

Description

Rubber-wheeled light rail thawing system {Anti-frost heating system in Rubber-tire AGT}

The present invention relates to a rubber-wheeled light rail thawing system, and more particularly, in a rubber-wheeled light rail system having positive (+) and negative (-) catenaries, when frost or ice forms on the surface of a rigid catenary, the collector shoe and the rigid body It relates to a rubber-wheeled light rail thawing system that melts ice by generating Joule heat by flowing a large current to a rigid catenary so as to solve the problem of electrical imperfect contact between electric wires and arcs that cause various problems.

In general, a means of rail transportation called the Light Rail Transit is mainly constructed as a viaduct in pursuit of the rationality of the construction cost. About 50 to 70% of the Rubber tired Automated Guidedway Train (AGT) system is also constructed as elevated routes. Some are constructed as above-ground or underground sections. In some cases, a single line is constructed by connecting an elevated and an underground connection. Patent Registration No. 10-1106038 and the like have been proposed as prior art for such a rubber wheeled light rail.

The rigid tram line system that supplies electricity to these rubber-wheeled light rails is a fixed facility in which positive (+) and negative (-) catenaries are installed side by side on the side wall, and the current collector (collection shoe) installed in the vehicle controls the rigid catenary. While driving by contact sliding, electricity is received from the positive (+) catenary into the vehicle and the negative (-) catenary is used to send electricity to the fixed facility side (substation).

On the other hand, in autumn and winter in Korea, when the air temperature drops, frost or thin ice is formed on the surface of the metal near the frost point. At this time, since frost or ice is an insulator, it causes an electrical imperfect contact state between the current collector of the rubber wheeled light rail and the rigid tram line. This electrical imperfect contact generates an arc (Arc, Spark) and instantaneously forms a high temperature of several thousand degrees to form the current collector It melts or causes thermal damage to a catenary, and when it accumulates, abrasion of the current collector or catenary increases and the lifespan of the equipment is shortened.

In particular, the metal structure placed in the elevated section is located 5~15m above the ground, and the wind blows stronger than the ground, so it is often frosty.

The rigid catenary used in the rubber-wheeled light rail has a wider and flatter surface than the cottage catenary, so the contact surface with the current collector (contact shoe) is wider. Also, at two points of the positive and negative poles, the electric circuit between the catenary and the current collector is connected in series. As compared to a general electric rail system with only one connection point for a catenary and a current collector, the possibility of a collector arc problem due to frost is twice as high.

Therefore, in case of frost in winter or ice formation on the surface of the catenary in the 3rd rail type rigid tram line or single-line catenary type catenary, a knife equipped with a sharp blade is mounted on a current collector such as a vehicle's pantograph or power collecting shoe. The method of mechanical scraping and removal is used by operating before the first commercial train operation.

In this case, not only may the frost/icing removal be incomplete or frost/freezing again, but there is a possibility of damage to the surface of the catenary due to excessive mechanical scratching.

In addition, when frost or icing is expected on the DC catenary of the third rail used in light rail, maintenance personnel are mobilized or a simple vehicle is used to apply an anti-icing compound or chemical to the surface of the catenary to respond to frost or icing. . However, in this method, there is a risk that the performance of the electrical contact between the catenary and the current collector may be deteriorated as the compound or chemical is not a good conductor, and the compound/chemical may contaminate the area around the line or adversely affect the environment. You may have to be careful.

And, it is disadvantageous in terms of economic feasibility and manpower operation efficiency because a large amount of maintenance and operation manpower must be input because a compound / chemical must be applied whenever there is a risk of frost.

Furthermore, since the contact point between the catenary and the current collector occurs at two points, the anode and the cathode, the rubber wheeled light rail train is twice as likely to cause a collector arc problem due to frost compared to the general electric rail system with only one contact point.

On the other hand, the county-type high-speed AC catenary of Gyeongbu High Speed Rail has a thawing system that melts the ice stuck in the catenary by flowing a loop current to the synthetic catenary. In this case, a method is used to make a closed loop that connects the upper and lower electric wires in series using a thawing disconnector, and melts the electric wires by flowing electricity for power supply. In this method, the length of the closed loop is formed as long as about 50 km, and since it is an AC power supply system, the line impedance is complicated, so it is difficult to form an electric loop, and the local wear condition of the catenary must also be considered, and the operation of the tension device. There are a lot of things to consider, such as dynamic movement factors and the possibility of unexpected disruption to operation, so it tends not to be used well in the actual field.

In addition, this method cannot apply a thawing current when the loop length for thawing is less than a certain length, because the resistance is small and a large current greater than the rated current can flow. In this case, it is necessary to install a large resistor, but the resistor is expensive to install, and the heat generated by the resistor is wasted, so the efficiency is lowered.

Reference: Registered Patent No. 10-1106038

Therefore, the present invention is to solve these problems, and the present invention is a rigid body with a certain resistance to protect the rigid tram system equipment that supplies electricity to the rubber wheeled light rail from arcs caused by frost or icing and to secure the safety of the light rail operation. After constructing a circuit that can form a loop on the catenary, a thawing current of an appropriate size that the rigid tram can handle and effective to melt the ice is passed, and the heat generated by the Joule heat heats the rigid catenary to melt frost or ice. Its purpose is to provide

In particular, the present invention provides a rubber-wheeled light rail thawing system that can selectively switch the serial and parallel circuit connection of a rigid tram line and control the rectifier output voltage to provide various options for an effective thawing loop configuration suitable for on-site route conditions. but it has a purpose.

The present invention in order to solve such a technical problem;

Output voltage by three-phase half-wave operation of a plurality of disconnectors capable of converting positive and negative catenary lines, which are rigid catenaries installed on rubber-wheeled light rail lines, into series-parallel circuits, a catenary series-parallel control unit controlling the disconnectors, and a power supply rectifier of a subway substation Provided is a rubber-wheeled light rail thawing system, comprising: a half-wave rectification operation control unit capable of lowering the voltage by 0.866 times; and a phase loss operation control unit capable of lowering the output voltage by 0.667 times by operating the feed rectifier in one-phase phase loss operation.

At this time, the catenary serial-parallel control unit constitutes a DC circuit by collectively combining the anode and cathode catenaries of the upper wire and the anode and cathode catenaries of the lower wire, or the anode and cathode catenaries of the upper wire are configured as a series circuit, and the anode and cathode catenaries of the lower wire are also in series It is characterized in that the upper and lower lines are controlled in series and parallel to form a parallel circuit.

In addition, the catenary series-parallel control unit, half-wave rectification operation control unit, and phase loss operation control unit is characterized in that it is controlled by a thawing control unit provided in the electric train substation.

In addition, the thawing control unit is linked with a frost detection unit that senses frost detection information including temperature, humidity, and wind of the atmosphere in a section where the rubber wheel light rail is installed, and the thawing control unit is frost detection information input from the frost detection unit Analyze and determine the supercooling state of the air, characterized in that the selective operation and stop of the series-parallel control unit, the half-wave rectification operation control unit and the phase loss operation control unit.

In addition, the feed rectifier is characterized in that it is composed of a thyristor (SCR) rectifier or PWM control rectifier to enable the output voltage control.

According to the present invention, the thawing current is directly passed through the rigid catenary to effectively eliminate the occurrence of arcs during collection due to frost and icing on the tram lines in the rubber wheeled light rail, interfering with the safe operation of the train or damaging the equipment. It is possible to melt the ice by generating it, and it is possible to configure the circuit to fit various lengths of the route and to control the applied thawing voltage according to the situation.

In particular, according to the present invention, it is possible to effectively configure the thawing system by providing various options that allow the configuration of the thawing system even under the condition that the length of the thawing loop is fixed, as well as the configuration of the thawing system for the rubber wheeled light rail without installing a large resistor. It is possible to reduce facility costs and to construct and operate economical light rail.

1 is a schematic diagram of a case in which upper and lower lines of a rubber wheeled light rail thawing system according to the present invention are connected in a series circuit.
2 is a schematic diagram when the upper and lower lines of the rubber wheeled light rail thawing system according to the present invention are connected in a parallel circuit.
3 is a schematic diagram of a three-phase half-wave rectification operation of a rubber wheeled light rail thawing system according to the present invention.
4 is a view showing the magnitude of the output voltage (direct current) waveform and average voltage during three-phase full-wave and half-wave rectification operation of the rubber wheeled light rail thawing system according to the present invention.
5 is a schematic diagram of one-phase phase forming operation of the rubber wheeled light rail thawing system according to the present invention.
6 is a view showing the magnitude of the output voltage (direct current) waveform and the average voltage during one-phase open operation of the rubber wheeled light rail thawing system according to the present invention.
7 is a table of possible distances for thawing loops according to vertical and parallel connection and rectifier operation methods of the rubber wheeled light rail thawing system according to the present invention.
8 is a typical cross-sectional layout of a rubber wheeled light rail (AGT) system.
9 is a diagram illustrating an example of the configuration and length of a rubber wheeled light rail line.
10 is a table showing typical shapes, dimensions, and DC resistance values of rigid tram lines used in KAGT light rail.

Hereinafter, the characteristics of the rubber wheel light rail thawing system according to the present invention will be understood by way of embodiments described in detail with reference to the accompanying drawings.

Prior to this, the terms or words used in the present specification and claims should not be construed as being limited to conventional or dictionary meanings, and the inventor should properly understand the concept of the term in order to best describe his invention. Based on the principle that it can be defined, it should be interpreted as meaning and concept consistent with the technical idea of the present invention.

Therefore, the embodiments described in this specification and the configurations shown in the drawings are only the most preferred embodiment of the present invention, and do not represent all the technical spirit of the present invention, so at the time of the present application, they can be replaced It should be understood that various equivalents and modifications may be made.

Hereinafter, a rubber wheel light rail thawing system according to the present invention will be described with reference to the accompanying drawings.

1 is a schematic diagram when the upper and lower lines of the rubber wheeled light rail thawing system according to the present invention are connected in a series circuit, and FIG. 2 is a schematic diagram when the upper and lower lines of the rubber wheeled light rail thawing system according to the present invention are connected in a parallel circuit. 3 is a schematic diagram of a three-phase half-wave rectification operation of the rubber wheeled light rail thawing system according to the present invention, and FIG. 4 is an output voltage (direct current) waveform and It is a diagram showing the magnitude of the average voltage, and FIG. 5 is a schematic diagram of one-phase opening operation of the rubber wheeled light rail thawing system according to the present invention, and FIG. 6 is the output voltage during one-phase opening operation of the rubber wheeled light rail thawing system according to the present invention. (Direct current) is a diagram showing the magnitude of the waveform and average voltage, and FIG. 7 is a table of possible distances for thawing loops by vertical and parallel connection and rectifier operation method of the rubber wheel light rail thawing system according to the present invention, and FIG. 8 is a rubber wheel A typical cross-sectional layout of a light rail (AGT) system, FIG. 9 is a diagram showing an example of the configuration and length of a rubber wheel light rail line, and FIG. 10 is a typical shape, dimension, and DC resistance value of a rigid tram line used in KAGT light rail is a table showing

First of all, the present invention provides a plurality of disconnectors capable of converting positive and negative catenary lines, which are rigid tram lines, and upper and lower double-track catenaries, into series-parallel circuits in order to enable the current loop configuration of the thawing system even when the length of the rubber-wheeled light rail line is planned to be short. (31 to 36), the catenary series-parallel control unit 60 for controlling the disconnectors 31 to 36, and the three-phase half-wave operation of the feed rectifier 10 of the subway substations 21 and 22 to increase the output voltage by 0.866 times By including a half-wave rectification operation control unit 40 capable of lowering, and a phase-opening operation control unit 50 capable of lowering the output voltage by 0.667 times by one-phase open operation of the feed rectifier 10, the thawing system current without installing an additional large resistor It is a system in which the loop can be configured for various route lengths.

That is, the present invention is a rubber wheeled light rail system having anode catenaries 11 and 13 and cathode catenaries 12 and 14, respectively, when the train is not running, the anode catenary lines 11 and 13 and the cathode catenary lines 12 and 14 The ice on the surface of the anode catenary (11,13) and cathode catenary (12,14) is melted with Joule heat by flowing a large current to it.

To this end, by controlling the catenary series-parallel control unit 60 to select a certain section length, the anode and cathode catenary lines 11 and 12 of the upper line and the anode and cathode catenary lines 13 and 14 of the lower line are collectively configured as a DC circuit, The anode and cathode catenaries 11 and 12 of the upper line are configured in a series circuit, and the anode and cathode catenaries 13 and 14 of the lower line are also configured in series, but the upper and lower wires are configured in parallel circuits, etc. have.

In this case, it is preferable to further provide an interlock mechanism so that simultaneous closing between the series and parallel circuits is impossible for safety in the circuits connected in series and parallel.

In addition, by controlling the half-wave rectification operation control unit 40, the three-phase feed rectifier 10 of the DC substations 21 and 22 is made into a three-phase half-wave rectifier circuit to reduce the voltage of the catenary and drive it, or the phase loss operation control unit ( 50) to make the three-phase feed rectifier 10 of the DC substations 21 and 22 into a one-phase open circuit to reduce the voltage of the catenary and drive it.

It is preferable that the series-parallel control unit 60 of the catenary, the half-wave rectification operation control unit 40, and the phase loss operation control unit 50 are controlled by the ice-ice control unit 70 provided in the train substations 21 and 22, and the like. In addition, the thawing control unit 70 is operated in conjunction with the frost detection unit 80 for sensing the frost detection information including the temperature, humidity, wind, etc. of the atmosphere in the section where the rubber wheel light rail is installed.

Through this, the thawing control unit 70 analyzes the frost detection information input from the frost detection unit 80 to determine the supercooling state of the air, and the catenary serial and parallel control unit 60 of the thawing system and the half-wave rectification operation control unit 40 and The phase forming operation control unit 50 automatically selects operation and stops.

In addition, when using the PWN control rectifier for the three-phase feed rectifier 10 of the subway substation, the output voltage can be added to the option of using the half-wave rectification operation control unit 40 or the phase loss operation control unit 50, or the output voltage is additionally arbitrary. It is preferable to use an adjustable control circuit.

Hereinafter, each configuration of the present invention will be described in detail.

First, the rubber wheeled light rail (AGT) is a rail transportation method characterized by low-cost construction with the goal of transporting a small amount of passengers at a time but operating frequently. Since the light rail is a light means of transportation in which only 2 to 4 vehicles (T) are connected, electricity consumption is less than that of general railroads, so a rigid catenary system type called the third rail is mainly used, and the voltage is mostly DC 750V.

These rubber-wheeled light rail lines have an above-ground section and an underground section, and most of the vehicle depots are installed on the ground section. The configuration and length of such a light rail line are as shown in FIG. 9 as an example. From the perspective of the catenary thawing system, there is no need to construct a thawing loop because the underground section does not freeze.

Therefore, there are cases where an elevated section or a ground section requiring a thawing system among the light rail lines is formed as a fragment section, and there are various section lengths such as short or long sections, which are single-track as well as double-track sections. In some cases.

At this time, the thawing of the anode catenary (11,13) and cathode catenary (12,14), which are rigid tram lines installed along the light rail route, must operate a Joule heat heating system. In this light rail system, the distance between DC substations is about 2.5 ~ 4.5km, and the average is around 3.0km. After all, in applying the thawing system in the light rail, the length of the section in which the current loop should be formed varies.

On the other hand, the catenary of the rubber wheeled light rail is a rigid tramline. Referring to FIG. 10 , it has positive (+) catenary lines 11 and 13 and negative (-) catenary lines 12 and 14. Since the positive catenary wires 11 and 13 and the negative catenary wires 12 and 14 have the same material and shape, the DC electrical resistance is also the same. Since the positive catenary lines 11 and 13 and the negative catenary lines 12 and 14 constitute a series circuit, the resistance of the circuit is twice that of a single catenary.

In addition, referring to FIG. 8, the rubber wheeled light rail has a contact point between the catenary lines 11 to 14 and the current collector T1 at two points of the positive and negative poles, so it collects electricity due to frost compared to the general electric rail system with one contact point. Arc problems are twice as likely to occur.

In order to effectively thaw these catenaries (11 to 14), a current of a certain size or more must flow through the catenaries (11 to 14), but it is not possible to flow more than the rated current, and it is appropriate to flow approximately 90 to 100% of the rated current. Do. The output voltage of the feed rectifier 10 of the subway substations 21 and 22 that supplies the thawing current is fixed to DC 750V, so it is not easy to obtain a thawing current of the desired size in a situation where the route and the substation interval are fixed. A resistor can be installed as a way to solve this, but it is expensive and energy is wasted, so in the present invention, as an effective alternative, the length of the loop for thawing is adjusted through selective switching to a series-parallel circuit, or the feed rectifier (10) The output voltage can be controlled.

On the other hand, when the atmospheric temperature drops to near 0℃, frost or thin ice is formed on the surface of the catenary (11 ~ 14). More specifically, frost occurs below the frost point, which is a function of temperature, humidity, wind, and atmospheric pressure. Frost or icing on the catenary (11 to 14) causes an arc, so it must be eliminated, and thawing on the catenary (11 to 14) A thawing system that melts with Joule heat by passing an electric current is the most effective.

When analyzing the routes, regions, and ambient temperatures of light rail in Korea, it was analyzed that the main problem of icing occurred during the first train operation, when the air temperature was between -10 and 5℃ and the train was stopped after a long period of time and then resumed. If the train does not run, the electric current does not flow in the catenary lines 11 to 14, so heating of the catenary lines 11 to 14 is impossible.

The first train operation in the current state of Korea's light rail trains is to establish a thermal equilibrium equation in the conductor by inputting the financial resources of these conductors (11-14), wind speed, solar radiation, and thawing time to simulate the temperature rise effect due to Joule heat. If the goal is to complete the thawing within 30 minutes before thawing, it is necessary to raise the conductor temperature by 10℃ or more with Joule heat for effective thawing. For this, it was analyzed that about 90 to 100% of the rated current of the catenary should be input for the thawing current input to the catenary (11 to 14).

In this case, since the static current of the catenary (11 ~ 14) on which the rubber wheeled light rail operates is 1700A, to flow 90 ~ 100% of the rated current for effective thawing means that 1500 ~ 1700A should flow.

On the other hand, in electric circuit theory, the magnitude (I) of the current is expressed as the product of the reciprocal of the voltage (V) and the impedance (X) as in the following equation (1).

------(1)

------(One)

In this case, a direct current (DC) electrical system does not change with time, unlike an alternating current (AC) electrical system. Therefore, as shown in the following equation (2), the line impedance (X) expressed as the complex sum of the resistance component and the reactance component has an effective resistance component (R) but a reactance component (D) becomes '0'.

------(2)

------(2)

In conclusion, it can be seen that in DC, when the magnitude of the voltage is determined, the magnitude of the current is determined only by the magnitude of the resistance.

As the rubber wheeled light rail is a DC power supply system, the resistance of the catenary lines 11 to 14 has only a DC resistance component, and the resistance is determined according to the size (dimensions) and material of the rigid catenary lines 11 to 14. The shape and material of the catenary lines 11 to 14 used in the rubber wheeled light rail are as shown in FIG. 10, and the resistance thereof is 0.0248 Ω/km.

The present invention utilizes the point that the rigid catenary 11 to 14 has a constant resistance value, constructs a circuit in which the rigid catenary 11 to 14 can form a loop, and then thaws ice of an appropriate size effective to melt the ice. By passing an electric current, the rigid catenary lines 11 to 14 are heated by heat generated by Joule heat to melt frost or ice.

In particular, if the thawing system is to be operated during times when trains are not running, the configuration of the power supply system is used as it is, but when the trains are not running, the supply current does not flow, so when the trains are not running, positive and negative catenary lines (11 ~ 14) It is efficient to control the disconnectors (31 to 36) that short-circuit and supply the supply voltage.

In this case, since the feeding voltage of the rubber wheeled light rail is fixed at DC 750V, the resistance must be adjusted in order to flow the thawing current of 1500 ~ 1700A. That is, the resistance of the thawing loop should be adjusted to 0.5 ~ 0.44Ω. Since the unit resistance of the catenary (11 ~ 14) is 0.0248Ω/km, it can be seen that the length of the thawing loop should be between 17.7km and 20.1km to make the thawing loop 0.5 ~ 0.44Ω. The time required for the thawing system is almost an hour before the first train operation.

Accordingly, the operation of the thawing system may be assumed to be performed in a state in which the train is not running. On the premise of this, it will be possible to configure various system configurations and to adjust the feeding voltage. Therefore, in the present invention, it is premised on the condition that the train is not running.

As shown in FIG. 8, the rigid tram system for supplying electricity to the rubber-wheeled light rail is a fixed facility in which positive catenary lines 11 and 13 and cathode catenary lines 12 and 14 are installed side by side on the side wall. The current collector (collection shoe) T1 installed in the vehicle T slides the rigid catenary 11 to 14 and travels, receiving electricity from the anode catenary 11 and 13 to the vehicle and receiving the cathode catenary 12, 14), the electricity is sent toward the fixed facility (to the substation).

Therefore, since the positive catenary lines 11 and 13 and the negative catenary lines 12 and 14 are electrically connected in series, in terms of the feeding distance (meaning the electricity supply distance from any point to any point), the positive catenary lines 11 and 13 ) or equivalent to the distance of the cathode catenary (12, 14), but is doubled in terms of electrical resistance.

For example, if the power supply distance (or train operating distance) is 10 km, the catenary lines 11 to 14 are 20 km, and the total electrical resistance is 0.0248 Ω/km Ⅷ 20 km = 0.496 Ω. This is a calculation of only the upper and lower catenary lines 11 and 12 or the disembarkation catenary 13, 14, and if the positive and negative catenary lines 11 and 12 for the upper line and the negative and negative catenary lines 13 and 14 for the lower line are used as shown in FIG. If connected directly, the electrical resistance becomes 0.0248Ω/km ㅧ40km = 0.992Ω.

Based on the above calculation, we devise an option to connect the thawing loop with the upper and lower lines in series. In the subway substations 21 and 22, it is desirable to install a plurality of disconnectors 31 to 36 that can connect the positive and negative catenary lines 11 and 12 for the upper line and the positive and negative catenary lines 13 and 14 for the lower line in series or in parallel. Because it is easy, in general, as shown in FIG. 2, the positive and negative catenary lines 11 and 12 for the upper line and the positive and negative catenary lines 13 and 14 for the lower line are connected in parallel, respectively, and the positive and negative catenary lines 11 and 12 for the upper line and the The method of separately configuring the thawing loops of the anode and cathode catenaries 13 and 14 for disembarkation is adopted, but if it is difficult to increase the length of the thaw loop, as shown in FIG. 1, the anode and cathode catenaries 11 and 12 and the disembarkation An option is provided to reduce the length of the thaw loop by connecting both positive and negative catenary lines 13 and 14 in series.

To this end, the present invention provides anode and cathode catenaries 11 and 12 for upper and lower lines and anode and cathode catenaries for upper and lower lines so that the upper and lower double-track catenaries 11 to 14, which are rigid catenaries, can be converted into series-parallel circuits as shown in FIGS. 1 and 2 . It includes a plurality of disconnectors (31 to 36) capable of converting (13, 14) into a series-parallel circuit, and a catenary series-parallel control unit (60) for controlling the disconnectors (31 to 36).

At this time, the disconnectors 31 to 36 and the catenary serial-parallel control unit 60 are located at the train substations 21 and 22 . More specifically, the electric substation 21 is located on one side of the anode and cathode catenary lines 11 and 12 for the upper line and the anode and cathode catenary lines 13 and 14 for the lower line, and the electric train substation 22 is located on the other side. A plurality of first to sixth disconnectors DS1 to DS6 are controlled by the catenary serial-parallel control unit 60 to connect the anode and cathode catenaries 11 and 12 for the upper line and the anode and cathode catenaries 13 and 14 for the lower line in series. Or connect in parallel. In this case, the first to third disconnectors 31 , 32 , and 33 are provided in the train substation 21 , and the fourth to sixth disconnectors 34 , 35 , 36 are provided in the train substation 22 .

According to this configuration, the catenary serial-parallel control unit 60 controls the first to sixth disconnectors 31 to 36 located in the electric substations 21 and 22 to control the anode and cathode catenaries 11, 12) and the anode and cathode catenary lines 13 and 14 for the lower line are connected in series, or the anode and cathode catenary lines 11 and 12 for the upper line and the anode and cathode catenary lines 13 and 14 for the lower line are connected in parallel as shown in FIG.

In this case, by controlling the disconnectors 31 to 36, it serves to collectively control the thawing loop circuit according to the selection of whether to make the thawing loop circuit in series with the upper and lower lines or parallel to the upper and lower lines. The configuration further includes a mechanism for blocking inherently, that is, an interlocking circuit.

On the other hand, such a catenary serial-parallel control unit 60 alone is insufficient to construct a thawing loop. 7, the minimum thawing loop is still 4.85 km when all are connected in series, and considering that the average interval between light rail substations is 3.0 km, etc., there are many places where thawing loops need to be configured with a shorter distance than this. because there is

After all, in order to form a thawing loop in a shorter section, the output voltage of the feed rectifier 10 of the subway substations 21 and 22 must be lowered to match, and for this purpose, the power feeding system of the rubber wheel light rail substations 21 and 22 is AC ( AC) Three-phase power is rectified by the feed rectifier 10 and converted into direct current (DC) 750V to supply power to the feed system. In the current feed rectifier 10, the output voltage 750V is fixed and there is no circuit for adjusting the voltage. However, the feed rectifier 10 is a thyristor (SCR) rectifier or a PWM control rectifier, it is possible to control the output voltage through gate control.

Accordingly, the present invention further includes a half-wave rectification operation control unit 40 capable of lowering the output voltage by 0.866 times by three-phase half-wave operation of the feed rectifier 10 of the subway substations 21 and 22 . Referring to FIG. 3 , the half-wave rectification operation control unit 40 controls the thyristors D4, D5, and D6 of the feed rectifier 10 so that they do not continue to conduct while the constant voltage and reverse voltage waveforms are applied. ) The rectifier circuit can be made into three-phase half-wave rectification. When the three-phase half-wave rectification is performed by controlling the feed rectifier 10, the output voltage is reduced by 0.866 times compared to the three-phase full-wave rectification as shown in FIG. 4 in the DC average voltage dimension.

In addition, the present invention further includes a phase-opening operation control unit 50 capable of lowering the output voltage by 0.667 times by operating the power feeding rectifier 10 in one-phase phase-opening operation. Referring to FIG. 5 , the phase loss operation control unit 50 controls the thyristors D3 and D6 hung on the T-phase of the three-phase input voltage not to continue conduction even while the constant voltage and reverse voltage waveforms are applied, so that the three-phase full-wave rectification circuit can be made into a one-phase no-phase circuit. When one-phase operation is performed, the output voltage is down to 0.667 times that of three-phase full-wave rectification as shown in FIG. 6 in terms of DC average voltage, and when one-phase operation is performed together during three-phase half-wave rectification, compared to three-phase full-wave rectification It is down to 0.577 times.

When the feed rectifier 10 of the subway substations 21 and 22 is operated with three-phase half-wave or one-phase open phase, the DC waveform of the output voltage is distorted compared to the three-phase full-wave rectification and the AC component increases. It is not a supply situation, it is a power source for the thawing system, and it is a power source for generating Joule heat, so thawing operation is possible. Phase 1 phase loss operation is to open one phase (for example, most T phase is selected) among the input 3 phase power supply (R phase, S phase, T phase) of the feed rectifier 10, and the T phase loss is the T phase input power As the same effect as this open, it can be obtained by blocking the conduction of the thyristor connected to the T-phase of the feed rectifier (10).

The above description is merely illustrative of the technical idea of the present invention, and various modifications and variations are possible without departing from the essential characteristics of the present invention by those skilled in the art to which the present invention pertains. The scope of protection should be construed by the following claims, and all technical ideas within the equivalent range should be construed as being included in the scope of the present invention.

10: feed rectifier 11 ~ 14: catenary
21, 22: subway substation 31 ~ 36: disconnector
40: half-wave rectification operation control unit 50: phase open operation control unit
60: catenary serial and parallel control unit 70: thawing control unit
80: frost detection unit D1 ~ D6: thyristor
T: vehicle T1: current collector

Claims (5)

Output voltage by three-phase half-wave operation of a plurality of disconnectors capable of converting positive and negative catenary cables, which are rigid catenaries installed on rubber-wheeled light rail lines, into series-parallel circuits, a catenary series-parallel control unit controlling the disconnectors, and a power supply rectifier of a substation A rubber-wheeled light rail thawing system, comprising: a half-wave rectification operation control unit capable of lowering the voltage by 0.866 times; and a phase loss operation control unit capable of lowering the output voltage by 0.667 times by operating the feed rectifier in one-phase phase loss operation.
The method of claim 1,
The catenary serial and parallel control unit consists of a DC circuit by collectively combining the positive and negative catenaries of the upper line and the positive and negative catenaries of the lower line, or the positive and negative catenaries of the upper line are composed of a series circuit, and the positive and negative catenary of the lower line are also composed However, the rubber wheeled light rail thawing system, characterized in that the upper and lower lines are controlled in series and parallel to form a parallel circuit.
The method of claim 1,
The rubber wheel light rail thawing system, characterized in that the catenary serial-parallel control unit, the half-wave rectification operation control unit, and the phase loss operation control unit are controlled by a thawing control unit provided in the subway substation.
4. The method of claim 3,
The thawing control unit is linked with a frost detection unit that senses frost detection information including temperature, humidity, and wind of the atmosphere in the section where the rubber wheel light rail is installed,
The thawing control unit analyzes the frost detection information input from the frost detection unit, determines the supercooling state of the air, and selectively operates and stops the catenary series-parallel control unit, the half-wave rectification operation control unit, and the phase loss operation control unit. Light rail thawing system.
The method of claim 1,
The feeding rectifier is a rubber wheel light rail thawing system, characterized in that it is composed of a thyristor (SCR) rectifier or a PWM control rectifier to enable output voltage control.

Images